reppy



2 Sheets-Sheet 1.

(No Model.)

A. W. REPPYv AUTOMATIC ELECTRIC TRAIN SIGNAL.

No. 433,216. Patented July 29, 1890.

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No. 433,216. Patented July 29, 1890.

UNITED STATES PATENT OFFICE.

ALBERT \V. REPPY, OF OAKLAND, CALIFORNIA, ASSIGNOR OF ONE-HALF TOTHADDEUS O. MASTELLER, OF SAME PLACE.

AUTOMATIC ELECTRIC TRAIN-SIGNAL.

SPECIFICATION forming part of Letters Patent N 0. 433,216, dated July29, 1890.

Application filed January 14, 1890. erial No. 836,928. (No model.)

T0 at whom it may concern.-

Be it known that I, ALBERT W. REPPY, a citizen of the United States,residing at Oakland, Alameda county, State of California, have inventedan Improvement in Automatic Electric Tlrain-Signals; and I herebydeclare the following to be a full, clear, and exact description of thesame.

My invention relates to that class of trainsignaling apparatus in whicha normallyclosed electric main circuit is employed in connection withone or more local circuits in the several cars and engine of the train,said local circuits, including an alarm, being normally inoperative oropen, but adapted to be closed and brought into action by the breakingor opening from any cause of the main 0 i rcu it. I

My invention consists iii the novel improvements, in the details ofconstruction and arrangement in this class of apparatus, hereinafterfully described, and specifically pointed out in the claims, and also inthe novel construction of the necessary coupling mechanism, by which thewires of the main circuit are adapted to be readily joined between theseveral vehicles or cars of the train.

The object of my invention is to provide a simple and effectiveapparatus of this class adapted to be called into action in any possible contingency, particularly upon the breaking of any portion of thetrain, the derailment of any of its wheels, or the will of anypassenger, train'man, or engineer.

Referrin g to the accompanying drawings for a more complete explanationof my invention, Figure 1 shows the general arrangement of my device.Fig. 2 is a plan view of a car-truck with the center sill of the car andthe springs attached to it. Fig. 3 is a detail view of the springs. Fig.at shows the device by which the main circuit can be broken by apassenger. Fig. 5 is an end view of the coupling-blocks. Fig. 6 showsthe blocks partly separated. Fig. 7 is a view of the alarm-box ready tobe let into the bracket. Fig. 8 is a view of the bracket. Fig. 0 is atop view of the alarmbox, the cover being removed. Fig. 10 is adetail'showing in section the blocks 0 and P and the springs 0 and 13 Inorder to illustrate the general application of my apparatus, I haveherein shown a portion of a train represented by the two cars A.

B are the main-line wires, which extend from a suitable electricbattery, which may be located in any portion-of the train or on engine,said wires being carried through the train in any suitable position.

For convenience I have herein shown the main-line battery on thewater-tank of the tender, though in practice it would be in the cab,preferably under the engineers seat.

At any suitable position in each car is placed a bracket C. This bracketconsists of a frame-work or plate, provided on its face with separatedand independent metallic side plates 0, having guide-flanges c ontheirouter edges, adapting them to receive the box of the alarm1nechanism.. These two plates are connected with the main-line wires 13in such a way as to form part of the main circuit, being electricallyconnected by means of an intervening spring c the lower end of whichremains normally, when freed from pressure, in con tact with the twoplates 0, so that the main line circuit is unbroken.

The box I), which contains the alarm mechanism, has on its back and ateach side thereof the metallic plates (1, the projecting edges of whichare adapted to enter the side flanges of the plates 0, thereby formingguides and holds for said box, whereby the box may be readily connectedwith and disconnected from the bracket 0, and at the same time form partof the main-line circuit by reason of the contact of its metallic plateswith the metallic plate 0 of the bracket. On the back of the box is aninclined plane or cam d, which, when the box is inserted in the bracket,is adapted to bear against the intervening spring c of the bracket andforce it back out of contact with the side plates 0, thereby opening thecircuit at that point, so that the current will then pass from one ofthe plates 0 to one of the plates (Z of the box, and thence through themechanism of the box to its other plate and out through the other plate0 on its course. This construction is simply to deflect the main-linecurrent from a direct course, which it normally pursues into the box, sothat the box mechanism may be included therein by simply placing it inposition in the bracket. Within the box is an electro-magnet E; which islet into the main circuit, suitable electric connections being formedbetween the plates 61 of the box and this magnet. Anarmature e iscontrolled by the electro-magnet E, said armature being affected by aspring a, the tendency of which is to hold the armature normally out ofconnection with its magnet. In the box is a second electro-magnet F,which forms part of a local circuit, which'includes armature e of magnetE, armature f of the magnet F, controlled by a spring f, thecontact-post G of said armature, and the contactpost II of the armaturee of the main-line magnet. Upon the armature f is a hammer I,

' which extends upwardly through a suitable aperture in the lid of thebox and is adapted to operate upon a gong 2". Within the box is locateda suitable battery, (represented generally by J,) by which the localcircuit is -established.

The operation of the apparatus, as far as described, is as follows: Whenthe box D is not in place, the main-line current passes directly throughits line-wires B and through the several brackets C in the cars. Now,when the box (or any number of them) is placed in position in thebracket, its cam or inclined plane 61, acting on the spring 0 deflectsthe current, so that it passes into the box and through its mainmagnetEtherein, and as longas the main line is closed said magnet isenergized, so that its armature e is attracted and is kept away from thecontact-post H of the local circuit, thereby keeping said circuit open.Now, if anything occurs to interrupt the main-line currentas by thebreaking apart of the train, said circuit being thus opened-its magnet Eceases to attract the armature e, and consequently said armature, underthe influence of its spring 6, is thrown over into contact with the postH, consequently completing the local circuit and energizing its magnetF. The armaturef of said magnetis thereby attracted, producing avibratory motion and causing the hammer to strike the gong, and therebysound the alarm.

I do not confine myself to the operation of the alarmmerelyuponthebreakingof thetrain, as it may be operated by theinterruption of the main-line current from any cause. I have, therefore,shown in this connection another cause which may accomplish the result,and which is of considerable importance.

J is a car-truck, and K is the center sill of the car. Upon each side ofthis sill are secured the springs L and L, the adjacent ends of whichoverlap and touch each other. Connected with the under one of thesesprings is an insulated rod 1, from which extends a wire, spring, cable,or other connection Z to the sides of the truck to which it is attached.

The 1nain-line wires B are connected with the springs L and L, so thatnormally said springs are in the main-line circuit. There are four pairsof these springs, two being connected with the truck-frame on each sidenear the wheels. Upon the derailment of any of the wheels of the truck,said truck, being thrown thereby to one side, pulls upon the cable orspring Z, which, through the rod Z, by which it is connected, acts topull out the under spring L from contact with the upper spring L,thereby separating them, and thus breaking the main-line circuit andoperating the alarm mechanism, as heretofore described.

I have also shown a means for breaking the main-line circuit by apassenger, train-man, or engineer. \Vithin the car, at any suitablepoint, I place a contact-plate M, upon which is a contact-springm,remainingnormallyin contact with the plate. Said spring is provided withan insulated button on, by which it may be pulled out, and is limited inits movement by a suitable cross bail or bracket m The main-line wires Bare carried to this plate and spring, whereby they are included Withinthe mainline circuit. Now, if any passenger or train-man desires to givethe alarm, he can do so by grasping the button and pulling the spring onout of contact with the plate M, thereby opening the main-line circuitand effecting the operation of the alarinm'echanism, as heretoforedescribed.

The plate M and spring 712 may, if desired, be placed over the end doorsof the car inside, and from the buttons m a normally-taut cord mayextend, whereby the device may be operated from any portion of the car.The engine may also be provided with a plate M and spring at for use ofthe engineer.

In order to provide a suitable means for coupling the main-line wiresbetween the cars and adapting said couplings to any change of positionof the car end for end, I have the following device: 0 is onecoupling-block and P is the opposite block. The block 0 has on each sidethe metallic plates 0, the edges 0' of which are bent to a hook shape,as shown. The block P has on each side the metallic plates p, the edges19' of which are also bent. The bent edges of the plates 0 and p areadapted to be fitted together by sliding the one within the other,thereby not only effecting the coupling of the two blocks, but alsoacting as electrical contacts between them. The main-line wires B fromone side are brought to the block 0 and thence into contact' with itsside plates 0, while the main-line wires B from the other side arebrought to the block P and into contact with its side plates 19, so thatwhen the side plates are fitted together the circuit is complete; but inorder to provide for any change in the position of the blocks withrespect to one another caused by the reversing of the ends of the cars Iprovide that the wires B of each block can be thrown over from end toend, being guided in this movement by a pull-wire Q, having a ring g onits end fitted and traveling upon a guide-rail R on each block andextending from end to end thereof, so that the ring may be run from oneend to the other, thereby carrying the wires of the main line overfromend to end. B y this means, no matter in what position the blocks mayapproach each other, theyean be puttogether properlyand the mainlinewires extended in their proper course by throwing them over from one endto the other. The pull-wires Q are shorter than the 0011- nected ends ofthe main wires, so that they act to take all the strain off thecouplings and allow the main wires free movement. ()n the inner sides ofthe blocks 0 and P, I place flexible contact springs 0 and 1:1 which areadapted to bear against each other when the blocks are coupled. Thesesprings serve a double purpose-11 amely, of better holding the twoblocks together by their pressure and also of enabling me to make thesame couplingblock serve for different main-line circuits throughout thetrain, some of which are adapted for other purposes than hereindescribed. This is accomplished by placing within the blocks two or moreindependent springs and running the several main-line wires to and fromsaid springs.

Having thus described myinvention, whatI claim as new, and desire tosecure by Letters Patent, is-

1. In an electric train-signal apparatus, the combination of anormally-closed main-line circuit extending throughout the train andincluding electro-magnets, normally-open local circuits at pointsthroughout the train, alarm mechanisms adapted to be operated by saidlocal circuits when closed, and a circuit maker and breaker cont-rolledby the main-line circuit for keeping open its local. circuit when themain-line circuitis closed and closing said local circuit when themain-line circuit is open, whereby the alarm mechanism is operated,substantially as herein described.

2. In an electric train-signal apparatus, the combination of anormally-closed main-line circuit extending throughout the train, alarmmechanisms in the cars of the train, normallyopen local circuits in saidcars adapted when closed to operate the alarm mechanisms,electro-magnets in the main-line circuit, armatures controlled by saidmagnets to keep the local circuits open when the maiirline circuit isclosed and to close said local circuits when the main-line circuit isopen, substantially as herein described.

3. In an electric train-signal apparatus, the combination of anormally-closed main-line circuit extending throughout the train,independent local circuits normally open in the cars of the train,electro-magnets in said local circuits, armatures controlled thereby,and a hammer-and-gong-mechanism operated by the armatures,electro-magnets in the main-line circuit, armatures controlled therebyand forming part of the local circuits, and contact posts in said localcircuits against which the armatures are adapted to bear, whereby whenthe main line is closed the local circuits are inoperative and when themain line is open the local circuits are closed to operate the alarmmechanisms, substantially as herein described.

4. In an electric train-signal apparatus, a main-line circuit, thebrackets C, having the metallic plates 0, and intervening spring 0 inthe main-line circuit, in combination with the alarm-mechanism boxhaving the metallic side plates, whereby it is fitted to the bracket,and the inclined plane or lug for pressing back the spring 0 of thebracket to divert the main-line current through the box, substantiallyas herein described.

5. In an electric train-signal apparatus, the main-line circuit, thebrackets 0, having the metallic guide-plates c, and interveningcontactspring c, in combination with the boxes D, having the metallicside guide-plates (1, whereby said boxes are fitted to the brackets, thecam or lug on the back of the boxes for forcing back the spring 0 anddiverting the main-line current into the box, the electromagnets E insaid boxes included in the mainline circuit, the spring-controlledarmatures e of said magnets, the local circuits in said boxes includingthe armature c, the electro-magnets of said circuits, thespring-controlled armatures of said magnets, the alarm mechanismoperated by said armatures, and the contactposts II of the localcircuits, against which the armatu res e hear when released by theirmagnets, whereby said local circuits are thrown into operation to effectthe alarm mechanism upon the opening of the main-line circuit,substantially as herein described.

6. In an electric train-signal apparatus in which an alarm is adapted tobe operated by the opening of the main-line electric circuit, theseparable contact-plates L L, included in the main-line circuit andsecured to the center sill of the car, and connections between one ofsaid plates and the truck-frame, whereby when the wheels of the truckare derailed the plates are separated, thereby opening the main-linecircuit, substantially as herein described.

7. In an electric train-signal apparatus, the combination of anormally-closed mainline circuit extending throughout the train,normally-open local circuits in the cars of the train, and alarmmechanisms adapted to be operated by said local circuits upon theopening of the main-line circuit, the separable contacts L L of themain-line circuit, and the pull-rods or connections between one of saidcontacts and the truck of the train, whereby when the wheels arederailed the contacts are IIO end of the blocks, substantially as hereindescribed.

9. In an electric train-signal apparatus, the coupling-blocks O P andthe interengaging contact-plates 0 p of said blocks, in combination withthe main-line Wires B, extending to each block and connected with theplates thereof, the guide-rails extending longitudi- I nally of saidblocks, the pull-wires connected with the main-line wires, and the ringsof the pull-wires fitted upon the guide-rails, whereby the main-linewires maybe turned and guided from end to end of the blocks,substantially as herein described.

In witness whereof I have hereunto set my 15 hand.

ALBERT WV. 'REPPY. \Vitnesses:

E. O. FENNESSY, O. O. PRIOR.

